Motorcycle towing device

ABSTRACT

A motorcycle towing device includes a substantially vertical member and a substantially horizontal member being interconnected for supporting a motorcycle wheel. A draw bar is connected to at least one of the members for insertion into a receiver mounted on a vehicle. The draw bar has a given outer dimension being smaller than an inner dimension of the receiver. A projection mounted on the draw bar is movable outwardly beyond the given outer dimension of the draw bar for contacting the receiver.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a motorcycle towing device to be connected to avehicle which has a receiver for accepting a draw bar.

2. Description of the Related Art

U.S. Pat. No. 6,682,292 B2 to Estes shows a motorcycle carrier which hasa yoke brace leading to the motorcycle frame and which tows themotorcycle backwards and lifts the motorcycle with a hydraulic jack.

U.S. Pat. No. 6,651,996 B1 to Allemang shows a hitch mounted verticalmotorcycle stand, used for maintenance, and not intended or used fortowing.

U.S. Pat. No. 6,352,401 B1 to LeMay shows a motorcycle carrier, whichdoes not use a trailer hitch, is rigidly attached to the towing vehicleand has a screw driven elevating mechanism and a hinge within theapparatus, with the handle bar yoke being fixedly held.

U.S. Pat. No. 6,244,813 B1 to Cataldo shows a motorcycle towing devicefor towing a motorcycle backwards. The device includes a jackscrewelevator, hinging pivot bearings and wheel engagement arms. There is noillustration as to how the motorcycle is held securely vertically or howthe front-end forks are secured in the device.

U.S. Pat. No. 6,099,012 to Mortimer shows a motorcycle hitch adapter forconnecting to a receiver hitch, which has a rigidly attached horizontalchannel, only limited vertical adjustability and a laterally mountedhorizontal securing bar. The adapter is connected to the receiver at adetrimentally long distance. A less than axle height forward tirechannel provides poor wheel control or containment. The non-securedloading ramp, if used as illustrated, would not be removable aftermotorcycle loading, because the short wheel space available wouldobstruct the removal of the long pin height. The vertical and parallelrunning straps, as opposed to a criss-crossing and triangularsecurement, especially when fastened to a bar which appears to be verylightweight, would seem to be inadequate even for the most lightweighttowing. An effective three axis securing system for the tire, wheel andmotorcycle front-end is not illustrated or described therein.

U.S. Pat. No. 5,984,339 to Guild shows a motorcycle towing apparatus,which does not use a standard drawbar trailer hitch, but instead a boltattached through a horizontal plate. Using non-defined securing linksleading to the bottom of the forks and long rigid side members securedto the aft of the motorcycle frame, transmits the entire towing,backing, braking and turning loads through the single attachment bolt.

U.S. Pat. No. 5,938,226 to Transchel shows a motorcycle tow hitch, usingan up-sloped motorcycle position, loaded by a winch belt attached to acrank driven winch barrel, wound around a tire encircling separateelement that encases and secures the tire. The hitch is rigid and notvertically adjustable and no further securing is illustrated ordescribed.

U.S. Pat. No. 5,674,044 to Ranes shows an apparatus for towingmotorcycles using a rigid mount without vertical adjustment. A metalwheel clamp with movable prongs is used to secure the front wheel. Anadjustable up-sloped ramp is used to help retain the tire. No othersecuring devices are illustrated or described.

U.S. Pat. No. 5,620,197 to Howes shows a motorcycle towing device usinga hydraulic ram operating a pivoting loading ramp with an attached fronttire-retaining channel. Laterally radiating support arms are used forsupport but employ what appear to be flexible restraining straps. Itslong length, weight, complexity and non-flexible ramp detract from easyuse or true utility.

U.S. Pat. No. 5,366,338 to Mortensen shows a lift and tow motorcycletransporter, using a belt lifted carrier mounted on columns thattraverse inside vertical members. No specific manner for securing themotorcycle is illustrated or described in any detail.

U.S. Pat. No. 5,531,560 to Bartholomew shows a motorcycle towing devicewhich is actually described as a trailer. The back wheel or wheels ofone or two motorcycles remain on the ground. This creates two flexibleconnections between the vehicle and the towed motorcycles, makingcontrol difficult and backing impossible. No method of securing isillustrated or described. The device has no discernable advantages overa simple trailer.

SUMMARY OF THE INVENTION

It is accordingly an object of the invention to provide a motorcycletowing device, which overcomes the hereinafore-mentioned disadvantagesof the heretofore-known devices of this general type and which locks adraw bar on the towing device to a receiver on the vehicle in a solid,noise-free and sway-free manner.

With the foregoing and other objects in view there is provided, inaccordance with the invention, a motorcycle towing device. The devicecomprises a substantially vertical member and a substantially horizontalmember being interconnected for supporting a motorcycle wheel. A drawbar is connected to at least one of the members for insertion into areceiver mounted on a vehicle. The draw bar has a given outer dimensionbeing smaller than an inner dimension of the receiver. A projection ismounted on the draw bar and is movable outwardly beyond the given outerdimension of the draw bar for contacting the receiver. A locking pin isalso to be inserted through holes formed in the draw bar andcorresponding holes in the receiver. The draw bar is therefore locked tothe receiver in such a way as to prevent movement therebetween whichnormally occurs in prior art devices and rattling of the connection andsway of the towing device caused by such movement.

In accordance with another feature of the invention, the draw bar andthe receiver have rectangular cross sections, and the draw bar isdivided into a main section and a wedge forming the projection. Thewedge is movable outwardly beyond the given outer dimension of the drawbar in two directions for contacting two inner surfaces of the receiver.A bracket is connected at one end to the wedge and has an adjustingscrew at another end. The bracket moves the wedge outwardly by turningthe screw.

The typical trailer hitch has a lack of fit, wherein large tolerancesare permitted in the sleeve fit between the permanently attached vehiclereceiver and the common 2″ square draw bar. In normal automotive use,with long, heavy, wide axle trailers, such looseness is acceptablebecause of the reserve of stability and giant masses involved. Thewiggles, wobbles and oscillations caused by the looseness are just heardor felt as clunking or jerking and no adverse energy is imparted to thetowed object.

In the single point towing of smaller inline objects (rolling on onetire) those tolerances become giant gaps, and magnify the vibrations andsloppy fit into larger forces, which are transmitted back, through themotorcycle until the oscillations are visible and significantside-to-side swaying and instability occurs.

According to the invention, a bolt or screw driven, bi-directional, dualsided, triangular wedging system is formed in the distal or inserted endof the 2″ square draw bar. This bolt sliding diagonal cut, two sidedwedge forcefully locks or form-lockingly connects the draw bar to thereceiver in two axes, converting the previously loose separate objects,the receiver and draw bar, into a solid one piece unit which neithercauses nor allows any movement, oscillation, lash, or looseness, to betransmitted back through the towed system. The wedge-adjusting bolt isaccessible from the front of the hitch for easy use and the wedge islocated behind the locking pin, so as not to degrade hitch strength. Themotorcycle can now be towed at any speed with rock-like steadiness.

In accordance with a further feature of the invention, there is provideda backing plate integral with the draw bar. The backing plate and thesubstantially vertical member each have a plurality of holes formedtherein permitting vertical adjustment of a combination of the backingplate and the draw bar on the vertical member. The draw bar can becompletely drawn into the receiver with virtually no space remainingbetween the backing plate and the receiver and no intervening mechanism,for reducing lateral sway to a minimum.

These features of the invention are intended to eliminate so-calledlateral sway, that is the tendency for the back of the motorcycle tosway constantly back and forth at any speed and worse at harmonicmatching speeds. The cause of this phenomenon is the offset or rearwardplacement of the hitch support point, away from the perfect towingposition which would be centered over the rear axle. As the trailerhitch is moved rearward from the axle center, any oscillations in theyaw axis of the vehicle are magnified in the hitch movements, which inturn magnify the lateral movements of the towed object. The importanceof pivoting a towed load as close to the driving axle as possible cannotbe over emphasized.

According to the invention, swaying is reduced by having additionalmounting holes formed in the 2″ draw bar to create a multi-pointadjustable mounting system. The object and option is to move the drawbar to the most forward mounting position, while allowing only minimalbumper clearance, to minimize lateral sway and stabilize the motorcyclein tow.

In accordance with an added feature of the invention, there is provideda backing plate integral with the draw bar. The draw bar is mountedvertically eccentrically on the backing plate for changing a verticalheight of the draw bar by rotating the draw bar through 180°.

In accordance with an additional feature of the invention, thesubstantially vertical member and the substantially horizontal memberare U-shaped channels for holding the motorcycle wheel.

Thus a simple, strong, broad range of adjustable height is provided,while keeping the hitch thin and mounted as far forward as possible.Vehicle trailer hitches come in many variations of heights above theground, but the bottom of the motorcycle carrier must be preciselyadjusted to the safe loaded towing height of 6 inches. In order toaccomplish this broad range of adjustability, the draw-bar/backing-platecombination is constructed to be combined in either direction with thevertical tire and wheel-receiving channel. The 2″ square draw bar ispermanently affixed by welding to its 3/8″ thick by approximately 8″long by approximately 3″ or 4″ wide rectangular backing plate in anoff-center or eccentric position. This heavy-duty plate is mounted withapproximately one forth, to one third of its length on one side of the2″ draw bar and two-thirds, to three quarters of its length on the otherside. The backing plate has mounting holes positioned along both outeredges, intentionally spaced and matching the one and one-half inchspaced matching mounting holes of the U-shaped vertical tire and wheelreceiving member or channel. Therefore, by placing the draw bar andbacking plate combination either long side up or long side down, it ispossible to set the proper towing height of 6″, on vehicle hitch heightsfrom 8″ through 24″. This is easily done without any special tools ormodifications and more importantly, while keeping the towing point closeto the vehicle bumper of the vehicle, for improved stability.

In accordance with yet another feature of the invention, the holes inthe backing plate are slotted permitting precise height adjustment ofthe motorcycle wheel.

This simple, precise, height adjustability provides the unique optionand ability to adjust the vertical loaded height with a simple, failsafeand maintenance free method. The combined backing plate/drawbarcombination is provided with one inch slotted mounting holes. Selectingthe nearest matching set of attachment holes in the vertical tire andwheel-receiving channel or member, with the backing plate/drawbarcombination mounted either long end up, or long end down, gives a broadrange of coarse adjustability. The one-inch slotted mounting holes inthe backing plate then allow precise fine adjustability of verticaltowing position.

In accordance with yet a further feature of the invention, there areprovided supports flexibly interconnecting the substantially verticaland substantially horizontal members with play.

This feature of the invention assures protection from grounding. Anycarrying device that protrudes from the rear of a vehicle is susceptibleto grounding or impact damage from uneven terrain. When crossingdrainage culverts or markedly uneven surfaces, such as when pulling outof sloping parking lots, the rear of some vehicles contact the groundnormally and any device that protrudes farther could be severelydamaged. The bottom or horizontal U-shaped tire and wheel receivingchannel or member of the motorcycle carrier is constructed with a hingedattachment to the matching vertical U-shaped channel of the carrier andis further affixed with flexing lateral supports. This flexibleconnection and the non-rigid method of attaching the motorcycle to thecarrier, allows the aft section of the bottom channel and the mountedtire and wheel to move vertically without impairment or damage.

In accordance with yet an added feature of the invention, thesubstantially vertical and substantially horizontal members are movablebetween a folded condition and an unfolded condition. The substantiallyvertical and substantially horizontal members are substantially mutuallyperpendicular in the unfolded condition for supporting the motorcyclewheel and are substantially mutually parallel in the folded condition.

The movement between folded and unfolded conditions provides the abilityto store or stow the device. The 90° hinge swing of the horizontal tireand wheel receiving channel or member, and its ability to fit alongsidethe vertical channel or member in a very small space and the absence oflateral elements, create a towing device of unmatched compactness. Thetowing device is easily removed and stored at home, stored in the trunkor more importantly left in-place and stored on the hitch. The foldedtowing device protrudes less than most normal trailer hitches and offersextra protection from parking scratches and damage.

In accordance with yet an additional feature of the invention, there isprovided a handgrip securing harness connected between at least one ofthe substantially vertical and substantially horizontal members andhandgrips of the motorcycle. The handgrip securing harness includesstraps connected between at least one of the substantially vertical andsubstantially horizontal members and the handgrips of the motorcycle.Sleeves are slipped over the handgrips of the motorcycle and connectedto the straps. The straps are ratcheting cargo straps havingself-ratcheting loops. The straps include two substantially horizontalstraps each connected between a respective one of the handgrips of themotorcycle and an upper region of the substantially vertical member, andtwo oblique straps each connected between a respective one of thehandgrips of the motorcycle and a lower region of the substantiallyvertical member.

The unique slip-on handgrip securing harness is constructed for easy andsecure use. The combined and fitted harness, specifically constructedfor this towing device, connects four adjustable ratcheting cargo strapsfrom two glove-like sleeves secured one to each handgrip. These strapsconnect to both upper and lower attachment points on the motorcycletowing device, dividing and sharing the attachment loads. The strap setthat connects to the lower attachment points, is primarily constructedfor fork compression and holding the motorcycle in a vertical positionand down into the horizontal channel but with sufficient reservecompression in the front forks to allow the vertical movement ofgrounding. The strap set that secures to the upper channel attachmentpoint is primarily constructed to hold the motorcycle vertical and intothe vertical channel while also permitting the vertical movement ofgrounding. These strap sets intentionally run from the ends of thehandlebars toward the center, creating a criss-crossed, upper and lowertriangular array affording maximum security. The upper attachment pointis located in the center of the vertical channel, not on the sides, inorder to prevent twisting of the channel and motorcycle sway. Theindividual ratcheting cargo straps are rated for loads in excess of onethousand pounds each. An additional, common safety tie may be wrappedaround the vertical channel and through the front rim for highwaysafety.

In accordance with again another feature of the invention, there isprovided a ramp having a surface for guiding the motorcycle wheel ontothe substantially horizontal member, and a tongue to be inserted into aslot formed in the substantially horizontal member. The tongue is longenough to bind against the substantially horizontal member in the slotwhen the ramp touches the ground.

The lockable but removable loading and unloading ramp is constructed forthe intended loads and attached by a unique but simple and effective,long vertical tongue-in-slot configuration where a long downward angledtongue on the ramp fits snugly in a slot on the aft of the horizontaltire and wheel receiving channel or member. This structure prevents thecommon roll-over, where the tire travels off to one side and tips theramp over, or unexpected disengagement during use, by simply binding atthe edges if angled. The ramp is constructed for easy engagement anddisengagement when intended, by simply inserting or removing in astraight line. The ramp is removed after loading and stored within thevehicle.

In accordance with again a further feature of the invention, there areprovided hooks each connected to a respective end of a bumper of avehicle, and frame straps connected from the hooks to a mounting forkfor the motorcycle wheel.

The frame straps include a pre-fitted, matching, set of two differenttypes of custom ratchet-tightened security straps. The straps are fittedcentrally with integrated, failsafe, continuous, flat non-marringself-tightening loops for mounting to the top of the triple-tree postsor fork assemblies, with webbing passing laterally through ratchetsnuggers and fitted laterally in one of two alternative versions. In thefirst version of the lateral configuration, the harness straps orwebbings are protectively wrapped where they dip under the bumper andare terminated by spring-locked metal hooks which are secured under thebumper to the outboard frame mounts. In the second version of thelateral configuration, the webbing or straps terminate in spring-lockedmetal clips constructed to attach to external, surface-mounted, metalright-angled attachment points bolted to the frame and bumper braces.This special and versatile frame strap system is intended to provideadditional strength, safety and sway control to larger motorcycles whichthe towing device or carrier of the invention is intended to tow.

In accordance with a concomitant feature of the invention, there areprovided cradles mounted to at least one of the substantially verticaland substantially horizontal members for securing a tire disposed on themotorcycle wheel centrally at least at one of the substantially verticaland substantially horizontal members.

The tire cradles or custom spaced channel extensions and guides areadjustable in both linear position and in thickness. These tire cradlesare constructed to center and secure the tire and wheel in an improvedmanner by gripping or cradling ends of the tire and wheel as the tirefits in the horizontal and vertical tire and wheel receiving channels.The placement of the cradles at the ends of the tire and wheel providesmuch improved leverage and control of the round narrow object which isthe tire.

It must be further appreciated that the invention is constructed in sucha way as to have the strength to carry or tow medium and heavy weightmotorcycles and tricycles in a specific weight class. Each structuralfeature, namely heavy duty adjustable and lockable hitch fittings, soliddraw bar/backing plate combination, reinforced upper and flexible lowertire and wheel channels, large flexible lower channel supports, heavyduty welded tie-downs, matching attachment points, heavy duty redundantattachment systems and lock-on loading ramp, are specifically engineeredand combined to sustain hitch weights of up to 250 pounds and motorcycleweights of up to 850 pounds.

Other features which are considered as characteristic for the inventionare set forth in the appended claims.

Although the invention is illustrated and described herein as embodiedin a motorcycle towing device, it is nevertheless not intended to belimited to the details shown, since various modifications and structuralchanges may be made therein without departing from the spirit of theinvention and within the scope and range of equivalents of the claims.

The construction and method of operation of the invention, however,together with additional objects and advantages thereof will be bestunderstood from the following description of specific embodiments whenread in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a fragmentary, diagrammatic, side-elevational view of amotorcycle towing device according to the invention with a draw bar andbacking plate combination and supporting a front wheel of a motorcycleon channels and between tire cradles;

FIG. 2 is a front-elevational view of the device of the invention in anunfolded condition;

FIG. 3 is a top-plan view of the device of the invention in the unfoldedcondition;

FIG. 4 is a fragmentary, side-elevational view of the device of theinvention in a folded condition;

FIG. 5 is a side-elevational view of a ramp of the device of theinvention;

FIG. 6 is an enlarged, side-elevational view of the draw bar and backingplate combination of the device of the invention;

FIG. 7 is a top-plan view of the draw bar and backing plate combinationof the device of the invention;

FIG. 8 is a fragmentary, top-plan view of the draw bar and backing platecombination of the device of the invention with a wedge in a tightenedcondition;

FIG. 9 is a fragmentary, side-elevational view of the draw bar andbacking plate combination of the device of the invention with the wedgein a loosened condition;

FIG. 10 is a top-plan view of a bracket and the wedge of the device ofthe invention separated from the draw bar and the backing plate;

FIG. 11 is a side-elevational view of the bracket and the wedge of thedevice of the invention separated from the draw bar and the backingplate;

FIG. 12 is a further enlarged, fragmentary, front-elevational view ofthe draw bar and backing plate combination of the device of theinvention;

FIG. 13 is a fragmentary, rear-elevational view of the draw bar andbacking plate combination of the device of the invention with a wedgeretracted;

FIG. 14 is a fragmentary, rear-elevational view of the draw bar andbacking plate combination of the device of the invention with the wedgeextended in two orthogonal directions;

FIG. 15 is a view similar to FIG. 1 of the device of the inventionhaving a securing harness, but in which the tire cradles have beenomitted for the sake of clarity;

FIG. 16 is an end-elevational view of the device of the invention with achannel and a tire cradle;

FIG. 17 is a side-elevational view of a tire cradle of the device of theinvention; and

FIG. 18 is a front-elevational view of the device of the invention witha motorcycle wheel and security frame straps connected to a vehiclebumper.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to the figures of the drawings in detail and first,particularly, to FIG. 1 thereof, there is seen a motorcycle towingdevice 1 having a vertical member such as a U-shaped channel 2 and ahorizontal member such as a U-shaped channel 3. Flexible lateralsupports 4, 5 and 6 are connected between the channels 2, 3. A lower endof the support 4 is fixedly connected to the horizontal channel 3 whileun upper end of the support 4 is connected to the vertical channel 2 ata pivot point 7. An upper end of the support 5 is connected to thevertical channel 2 at a pivot point 8, while a lower end of the support6 is connected to the horizontal channel 3 at a pivot point 9. Thesupports 5, 6 are interconnected at a pivot point 10. A front wheel 60of a motorcycle is disposed in both channels 2, 3 and is supported on afront wheel mounting fork 61.

It is understood that the members or channels 2, 3 need not be exactlyvertical and horizontal, respectively, but instead an approximately orsubstantially vertical and horizontal orientation is sufficient as longas it can hold the wheel 60 in place. The supports provide a “flexible”connection between the members or channels 2, 3 with play so that if thebottom of the member or channel 3 strikes the ground, it will simplymove upwards rather than being rigid, to avoid damage to the towingdevice.

The motorcycle wheel 60 is also held between four pairs of tire cradlesor guides 11 seen in FIGS. 1, 16 and 17. Two of the pairs of tirecradles or channel extensions 11 are disposed on each of the channels 2,3, although only one cradle of each pair is shown in FIG. 1. The cradles11 are adjustable along the channels by bolting them through holes 12 inthe channels and holes 13 in the cradles. The cradles 11 are adjustabletransversely to the channels by using different sized or amounts ofwashers 14.

A combination 20 of a backing plate 21 and a draw bar 22 is provided forconnecting the motorcycle towing device 1 to a vehicle. The backingplate 21 has two vertical rows of slotted mounting holes 23 formedtherein. Each vertical row has three holes 23 for receiving mountingbolts 24. The slotted mounting holes 23 are best seen in FIGS. 8 and 9,although only two holes 23 are shown in each vertical row in thosefragmentary views. The bolts 24 pass through the holes 23 into threadedholes disposed in two vertical rows in the vertical member or channel 2as is seen in FIG. 2. Therefore, the backing plate 21 can be adjusted inheight by simply selecting the holes 25 into which the bolts 24 arescrewed. The fact that the holes 23 are slotted permits precise heightadjustment of the motorcycle wheel 60.

The draw bar 22 is provided for attachment to a receiver 50 which ispermanently connected to a vehicle to be used for pulling the motorcycletowing device 1. Both the draw bar 22 and the receiver 50 have holesformed therein, although only the holes 26 are shown. It is noted thatthe holes 26 and the holes in the draw bar could also be vertical. Alocking pin 27 shown in FIG. 6 has spring-loaded projections 28 and ahole 29 for a non-illustrated pull ring. The locking pin 27 is forcedthrough the holes 26 in the draw bar 22 are the corresponding holes inthe receiver 50 causing the projections 28 be retracted and thenextended to lock the draw bar 22 to the receiver 50. The locking pin 27is removed by pulling on the pull ring in the hole 29. It is importantto note that the draw bar 22 can be completely drawn into the receiver50 with virtually no space remaining and no intervening mechanism, forreducing lateral sway of the motorcycle towing device 1 to a minimum.

FIG. 3 shows that the horizontal member or channel 3 has a slot 30formed therein for receiving a tongue 31 of a ramp 32 shown in FIG. 5.The slot is centrally located in the channel 3 and the tongue 31 issufficiently long to prevent the ramp 32 from tipping toward one sidewhen rolling the wheel 60 from the ground onto the channel 3. The tongue31 is also long enough to bind and be “locked” against the substantiallyhorizontal member or channel 3 in the slot 30 when the ramp 32 touchesthe ground.

The folded condition of the motorcycle towing device 1 is shown in FIG.4. it can be seen that by merely lifting up on horizontal channel 3, thesupports 4, 5, 6 pivot on the pivot points 7-10 for compact stowage ofthe motorcycle towing device 1 on the vehicle with the draw bar 22attached to the receiver 50. Of course, the motorcycle towing device 1can also be removed from the vehicle for stowage in a trunk or interiorof a vehicle or building in the folded condition.

FIGS. 6 and 7 show that the draw bar 22 has a wedging system 33including a projection which is preferably a two-sided triangular wedge34, an L-shaped bracket 35 fixedly connected to the wedge 34 and anadjusting screw 36. The adjusting screw 36 is screwed into a threadedhole 37 in a short leg 38 of the L-shaped bracket 35. A long leg 39 ofthe L-shaped bracket 35 is connected to the wedge 34, such as bywelding. Access holes 40 formed in vertical member or channel 2, as seenin FIG. 2, permit adjustment of the screw 36 by a screw driver or aratchet from within the vertical channel 2. FIG. 12 shows a front viewof the combination 20 of the backing plate 21 and the draw bar 22, inwhich the adjusting screw 36 can be seen as though looking from the leftin FIG. 6 or the right in FIG. 7. FIG. 13 shows the backing plate 21 andthe draw bar 22 from the rear, that is from the right in FIG. 6 and fromthe left in FIG. 7. The draw bar 22 has a given outer dimension beingsmaller than an inner dimension of the receiver 50 so that the draw barcan slide into the receiver. It can be seen from FIG. 14 that theprojection or wedge 34 has been extended both horizontally andvertically beyond the given outer dimension of the draw bar to contactand grip two inner surfaces of the receiver 50 in two orthogonaldirections. This has been accomplished by turning the adjusting screw 36clockwise to pull the L-shaped bracket 35 and thus the wedge 34 towardthe left in FIG. 6 so that it rides along a ramp surface 22′ of a mainsection of the draw bar 22. In order to loosen the wedge for removalfrom the receiver, the screw 36 is simply turned counter-clockwise. Ofcourse, any projection which can be selectively extended beyond thegiven outer dimension of the draw bar in just one direction will contactthe receiver. However, a wedge contacting the receiver in two directionsis preferred for a more stable and quieter connection.

FIG. 8 shows the combination 20 of the backing plate 21 and the draw bar22 after the wedge 34 has been tightened against the ramp surface 22′ bythe screw 36. FIG. 9 shows the combination 20 of the backing plate 21and the draw bar 22 after the wedge 34 has been loosened along the rampsurface 22′ by the screw 36. FIGS. 10 and 11 show the wedge 34 and thebracket 39 separated from the draw bar and the backing plate, from thetop and the side.

It can also be seen from the side view of FIG. 6 that the draw bar 22 isnot centrally, but rather vertically eccentrically, located along theheight of the backing plate 21. Therefore, the height of the draw barabove the ground is adjustable by simply mounting the draw bar as shownin FIG. 6 or rotating it through 180°. This makes it possible to ensurethat the proper towing height of the front wheel of the motorcycle atsix inches above the ground can be accomplished, whether being towed bya relatively high or low vehicle.

FIG. 15 illustrates a handgrip securing harness in which the members orchannels 2 and 3 holding the front wheel 60 of the motorcycle are shown.One of two handlebars 62 is shown as being attached to the front wheelmounting fork 61. Handgrips 63 are each disposed at the end of arespective handlebar 62. According to the invention, a respective sleeve64 is placed over each handgrip 63 and ratcheting cargo straps 65, 66are attached to the sleeves 64 at self-tightening loops 67, 68. Theother end of the cargo strap 65 has a self-tightening loop 69 connectedto an upper attachment point 70. The other end of the cargo strap 66 hasa self-tightening loop 71 connected to a lower attachment point 72. Itis understood that other, non-illustrated cargo straps andself-tightening loops connect the other handlebar to the attachmentpoints 70, 72 for stability. FIG. 15 also shows a safety tie 73 whichextends through the rim of the wheel 60 and around the vertical memberor channel 2.

As is seen in FIG. 18, frame straps or webbings 74 have endless orcontinuous self-tightening loops 75 at one end which are secured to thetop of the motorcycle forks. The other ends of the frame straps 74 aresecured laterally with ratchet snuggers at or below a bumper 77 of avehicle used for pulling the motorcycle towing device 1. In one version,shown at the right in FIG. 18, the strap is wrapped where it passesbelow the bumper and is attached to a spring-locking metal hook 78 onthe frame of the vehicle. In another version, shown at the left in FIG.18, the strap terminates at a spring-locking metal clip 79 forconnection to an external, right-angled, attachment point mounted at thebumper surface and connected to the frame and bumper braces. Theseconfigurations provide additional strength, safety and sway control forlarger motorcycles.

1. A motorcycle towing device, comprising: a substantially vertical member and a substantially horizontal member being interconnected for supporting a motorcycle wheel; a draw bar connected to at least one of said members for insertion into a receiver mounted on a vehicle, said draw bar having a given outer dimension being smaller than an inner dimension of the receiver; and a projection mounted on said draw bar and movable outwardly beyond said given outer dimension of said draw bar for contacting the receiver.
 2. The motorcycle towing device according to claim 1, wherein said draw bar and the receiver have rectangular cross sections, and said draw bar is divided into a main section and a wedge forming said projection.
 3. The motorcycle towing device according to claim 3, wherein said wedge is movable outwardly beyond said given outer dimension of said draw bar in two directions for contacting two inner surfaces of the receiver.
 4. The motorcycle towing device according to claim 3, which further comprises a bracket connected at one end to said wedge and having an adjusting screw at another end, said bracket moving said wedge outwardly by turning said screw.
 5. The motorcycle towing device according to claim 1, which further comprises a backing plate integral with said draw bar, said backing plate and said substantially vertical member each having a plurality of holes formed therein permitting vertical adjustment of a combination of said backing plate and said draw bar on said vertical member.
 6. The motorcycle towing device according to claim 5, wherein said draw bar can be completely drawn into the receiver with virtually no space remaining between said backing plate and the receiver and no intervening mechanism, for reducing lateral sway to a minimum.
 7. The motorcycle towing device according to claim 1, which further comprises a backing plate integral with said draw bar, said draw bar being mounted vertically eccentrically on said backing plate for changing a vertical height of said draw bar by rotating said draw bar through 180°.
 8. The motorcycle towing device according to claim 5, wherein said holes in said backing plate are slotted permitting precise height adjustment of the motorcycle wheel.
 9. The motorcycle towing device according to claim 1, wherein said substantially vertical member and said substantially horizontal member are U-shaped channels for holding the motorcycle wheel.
 10. The motorcycle towing device according to claim 1, which further comprises supports flexibly interconnecting said substantially vertical and substantially horizontal members with play.
 11. The motorcycle towing device according to claim 1, wherein said substantially vertical and substantially horizontal members are movable between a folded condition and an unfolded condition, said substantially vertical and substantially horizontal members being substantially mutually perpendicular in said unfolded condition for supporting the motorcycle wheel and being substantially mutually parallel in said folded condition.
 12. The motorcycle towing device according to claim 11, which further comprises supports interconnecting said substantially vertical and substantially horizontal members and permitting movement between said folded and unfolded conditions.
 13. The motorcycle towing device according to claim 1, which further comprises a handgrip securing harness connected between at least one of said substantially vertical and substantially horizontal members and handgrips of the motorcycle.
 14. The motorcycle towing device according to claim 13, wherein said handgrip securing harness includes straps connected between at least one of said substantially vertical and substantially horizontal members and the handgrips of the motorcycle.
 15. The motorcycle towing device according to claim 14, which further comprises sleeves slipped over the handgrips of the motorcycle and connected to said straps.
 16. The motorcycle towing device according to claim 14, wherein said straps are ratcheting cargo straps having self-ratcheting loops.
 17. The motorcycle towing device according to claim 14, wherein said straps include: two substantially horizontal straps each connected between a respective one of the handgrips of the motorcycle and an upper region of said substantially vertical member; and two oblique straps each connected between a respective one of the handgrips of the motorcycle and a lower region of said substantially vertical member.
 18. The motorcycle towing device according to claim 1, which further comprises a ramp having a surface for guiding the motorcycle wheel onto said substantially horizontal member, and a tongue to be inserted into a slot formed in said substantially horizontal member, said tongue being long enough to bind against said substantially horizontal member in said slot when said ramp touches the ground.
 19. The motorcycle towing device according to claim 1, which further comprises hooks each connected to a respective end of a bumper of a vehicle, and frame straps connected from said hooks to a mounting fork for the motorcycle wheel.
 20. The motorcycle towing device according to claim 1, which further comprises a locking pin to be inserted through holes formed in said draw bar and corresponding holes in the receiver.
 21. The motorcycle towing device according to claim 1, which further comprises cradles mounted to at least one of said substantially vertical and substantially horizontal members for securing a tire disposed on the motorcycle wheel centrally at least at one of said substantially vertical and substantially horizontal members. 